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First and only Chinese/English automotive web magazine in North America (Launched since February 2000)
 

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Text & Photography by Sammy Chan
(also the words of a 98 CR-V owner)
Click here for Chinese text

Built on an entirely new platform, the 2^nd generation Honda CR-V (2002 model) exhibits a more powerful presence with front bumpers that extend upwards in an attempt to emphasize it’s rugged character. On both LX and EX models, front and rear bumpers are black in colour while the top-of-the-line EX with Leather has body-coloured bumpers which seem to integrate better  with the body as a whole. Headlights and body lines are much bolder than the old while rear styling retains the traditional CR-V look with very long combination lights running from the top of the D pillar down to the top of the bumper. Tailgate still hinges on the right side (one hinge visible now instead of two) but can now be opened entirely as one piece or closed with just the rear window swung open, in other words, accessing the cargo area is now a one step process. Accidents with the rear glass window, happened when the window was lowered down before the hatch door was slammed, have also be eliminated with this new design. 

All doors including the tailgate now shut with a very reassuring and high quality teutonic sound. Overall exterior dimensions have increased with width gone up the most by 33 mm. Length and height had also gone up by 27 mm and 7 mm respectively. As the new CR-V is also based on the new Civic, wheelbase is now shorter by a "nano" 2 mm.

Other exterior changes noteworthy:
Rearlight assembly now twice the length of former model;
Larger exterior mirror housing which is still foldable forward and backward;
Solid black antenna housed on right side of hood, not powered even on top models;
Rear wiper sweeps from the right and would rest below and not on top of rear window;
Windshield washer jets now hidden under the hood and sprays fluid with a fan-like pattern;
Roof rail (CR-V now does not need a roof rack to look nice) has 4 mount points (for optional cross-bars) and extends all the way to bottom of windshield.

Based on Honda’s new Global Compact Platform, the new CR-V features a Toe Control Link Strut suspension up front for quick, responsive handling and a reactive link double-wishbone suspension at the rear. Overall, the new model offers 50 % more torsional rigidity and 30 % improved bending rigidity. NVH has also improved thanks to the extensive use of noise absorption materials throughout the car, worth mentioning are the "Melt sheets" used for the floor, around the tunnel and cargo area; dashboard insulator; urethane foams in A and D pillars and new windshield construction.

The most dramatic improvement has to be the engine. With a displacement of 2.4-litre, the all-new DOHC, i-VTEC, 16V, 4-pot now delivers 160 horsepower at 6,000 rpm and 162 lb-ft of torque at only 3,600 rpm, quite a difference compared to the current model and probably enough to keep Honda lovers from switching to a V6 competitor. Combining a new VTC control for intake camshaft, the VTEC system now provides better control of cam phasing, valve timing and lift. A new dual-stage intake manifold has also been incorporated. Exhaust emissions, especially NOx have been reduced while fuel economy has also been slightly bettered- City 10.6 L/100 km, Highway 8.2 L/100 km . As a result of platinum-tipped spark plugs and a long-life timing chain, the first scheduled tune-up of the new CR-V has been extended to 176,000 km. Towing capacity is now rated at 1500 lb versus a mere 1,000 lb of old.

Being both quiet and powerful, this all-new engine has transformed the CR-V into an all different machine, not only does it better the Toyota RAV-4 , it can now even be compared with other 6-cylinder SUVs on the market. Overtaking and passing lanes can now occur naturally whereas before, some planning is needed. At a cruise speed of 120 km/h, engine speed recorded is around 2800 rpm, a much leisurely pace compared with the old. Accepting regular unleaded fuel is also a nice surprise for new CR-V owners.

Manual transmission previously standard on LX is now also standard in the EX model. But EX with Leather will only be offered with the automatic. The automatic transmission is an all-new design that delivers exceptional smoothness, economy, space savings and intuitive shift points. Relocating the auto stick from the steering column to the right side of the instrument panel is not only a successful design exercise, it is also functional in helping the driver know which gears to select instead of relying the indicators in the instrument panel. An OD button is retained at the tip of the stick, but hard shifting downwards could still bypass "D" and land on "2". The 5-speed manual has a carbon-faced synchro fifth gear, in addition, double-cone synchronizers are used for 3^rd and 4^th gear for ease of shifting while triple cone synchronizers are used for one and two. All these changes might make the new CR-V as the top-selling manual SUV and probably the best-selling manual 5-Door, period.

4WD system

To the disappointment of some, the new CR-V retains the same Real Time 4WD system which sends power to the rear wheels only when the front wheels start to slip. The heart of the system is the dual-pump unit, one driven by the front wheels via the propeller shaft and one driven by the rear wheels via the rear differential. A hydraulically actuated, multi-plate clutch connects the propeller shaft to the rear differential. As the engine is so much more powerful, wheelspin to the front wheels can be inflicted quite easily. Out of the 7 test days I had with the new car, 5 of those were rainy and wet, but glad to say that the 2002 CR-V tracts very confidently on wet roads and flooded shoulders. It should perform quite well on snow with the 3 years experience I had with my 98 model, but I will still not hesitate to seek snow tires on all 4 wheels before winter arrives.

Strut suspension also allows the steering gearbox to be mounted higher to provide better toe control and allows the new CR-V to track smoothly through corners. Steering ratio is 16.3:1 and turning diameter has been reduced from 10.6 m to 10.4 m. Steering is now a touch heavier than the old, partly because there's more on-centre feel. Together with the more rigid chassis and suspension, the whole setup has led to improved handling and the new car can now be driven more aggressively and confidently.  

Thankfully, discs are now used for the rear as well (instead of drums) and ABS continue as standard equipment. Tire sizes remain unchanged at 205/70R15. The floor-mounted parking brake has been relocated to a very unconventional position on the console, but proved to very functional and convenient. Las Vegas frequent milers can now give their basement fuse box sticks a good break. Styling-wise, it also coordinates well with the look-alike handle on the right side of the console.  I'm sure a lot of owners might find it useful as a bag holder as well.

Already roomy in its current configuration, the next generation CR-V boasts another 8 percent improvement to its interior passenger volume. 5 adults can now sit in luxury whereas before, they would be merely comfortable. The bus-like, slanted steering wheel is at last passé, the supposedly leather steering wheel on my EXL test car is actually only 1/3 wrapped in leather, the lower 2/3 is done in ribbed plastic. 

Seats are wider with armrest added to front passenger seat (automatic transmission only). The 60/40 split rear seats (versus 50/50 of old) can slide independently back and forth and reclines 45-degrees. All 3 rear passengers have 3-point seat belts (you'll need a pry to unbuckle mid-belt, see photo) and headrests, talking about headrests which are now solid instead of see-through, I frequently have to remove the middle one at the rear to provide me with better visibility, though surface area of rear window glass is actually larger than before. But because of its higher sill and the fact that seatbacks are now taller, visibility to the rear seems diminished. Rear seats can be folded forward by as much as 84-degrees to create a voluminous 949 L of cargo area. The well-known picnic table is even larger than before. Moonroof (power switch remain on left side of instrument panel) is finally available and is standard equipment on EX with Leather.

Because of the higher cowl (top of the dash), the new CR-V imparts a driving experience not unlike a compact minivan, but a very sporty one at that. Gauges have been tastefully designed in the true Honda tradition and cast the same orange glow when illuminated. The digital odometer readout now includes an outside temperature reading. The Odyssey-size stereo is now situated on very high ground indeed, although a bit far-reaching for me, at least all the controls are big and easy to use. Air-cond which had been a big complaint on my 98 CR-V is now much much improved and a new "Max A/C" mode has also been added (see photo above).

In addition to shoulder belt pre-tensioners, Honda has added an inner buckle lap belt pre-tensioner for both front seats. Front airbags are equipped with 3 sensors which can determine inflation rate depending on severity of collision and front seat belt use. Side airbags standard on EX models are triggered in response to signals sent by the 3 airbag sensors.

The front passenger’s seat is equipped with an occupant protection system designed to disable airbag deployment and prevent injury to a child if they lean into the airbag deployment path. A series of 7 sensors in the passenger seatback monitors the size and position of the occupant to determine if it is safe to deploy the airbag.

The new CR-V also meets proposed government standards for whiplash protection on 2004 vehicles. Geometry of headrests and upper seat cushion are enhanced to uniformly distribute forces between a passenger’s shoulders, neck and head.

Keyless entry system now incorporates a "copy protection system" that makes it virtually impossible for thieves to "clone" the keyless entry code. All models have also newly incorporated a built-in immobilizer system which shuts down the electrical system if someone attempts to use an unauthorized key. 

Pricing

Manufacturer’s suggested retail price for the 2002 Honda CR-V follows:

LX 5-speed manual              $26,900
LX 4-speed automatic          $27,900
EX 5-speed manual              $28,700
EX 4-speed automatic          $29,700
EX with Leather Option        $32,200

Specifications

Chinese text:

本田向來都勇於創新和嘗試, 但在中小型越野車市場上, 本田就偏偏比豐田慢了一個節拍. 要知, 當本田初初研製 CR-V 之時, 它是沒有打算會將 CR-V 在北美市場上大力推廣的, 直至豐田 RAV4 進軍北美並大受歡迎之後, 本田才開始臨急抱佛腳, 但離其最初面世之時, CR-V 那刻已然相隔了三年之久.

隨著 CR-V 全新一代的展現, 本田今次已不敢怠慢, 以火速姿態將 CR-V 在北美和日本兩地同時推出發售, 畢竟, 在過往四年期間, CR-V 的業積和受捧程度亦是大家有目共睹的. 其實, 面世已有六年之久的 CR-V 至今仍享有不錯的銷路, 對近日新星如全新 RAV4, 萬事得 Tribute, 福特 Escape 和現代 Santa Fe 來說, CR-V 仍被視為一個頑強的勢力. 現今, 新 CR-V 不但已將素來持有的強項如得體外形, 寬闊內廂和靈活操控等盡數保留下來, 還已將過往的弱點如引擎乏力和車體單薄等一一解決.

由於 CR-V 亦繼續採用同廠 Civic 的底盤, 其軸距便已從往日的 2622 mm 略減為 2620 mm, 但除了這點之外, 無論是在長, 闊或高方面, 新車均已有明顯的增長, 其中, 長和闊的升幅就更為突出, 前者比前長了 27 mm, 而車闊亦遞增了 32 mm 之多, 種種便驟使車體看來比前大了不少.

外形的轉變可說是依隨本田慣例, 以漸進方式而非革命性的手法來處理. 為求洗脫往日的斯文形象, 設計師現已將泵把的黑膠部分延展至車體上, 前後均使用同一處理方式, 目的是想予人有較多的越野粗糙感覺, 但由於黑膠方面的使用做得過份了點, 倒令車子看來頗 cheap, 帶來了弄巧反拙的效果. 幸好, 在高級型號上, 泵把則採用了車身相同顏色, 形造出來的效果亦竟然大不相同.

CR-V 的全新裝扮無疑會吸引更多男士及年青客的捧場, 但同時亦會挽留一群的傳統擁躉, 因從任何角度看去, 新車還是百分百的本田, 那兩盞炯炯有神的大燈和兩排直列式的高置尾燈便是最好的提示. 尾門依然保留從旁開啟方式, 而上截尾窗仍可獨自打開, 以方便存放輕便之物, 但整個設計則已比前大為改良, 舊車是需先行打開尾窗才可開啟尾門的, 但現今就不用這樣做了, 肯定會減低很多因關尾門而撞毀車尾玻璃之事發生.

與外形比較, 內廂的轉變則已較為深入, 除錶板外, 座椅設計和容量方面等都已比前大不相同. 首先, 在容量上, 據廠方數字顯示, 內廂容量經已比前遞增了百分之八, 從 2777 公升上升至 3002 公升, 其中, 升幅最大的是在肩位, 腰位和後尾空間方面. 後者除在面積上比前大了很多之外, 現亦可運用後座椅的多變設計而比前加倍實用. 從 50/50 改為六四分割的後座現已可分開或全數向前摺覆, 成垂直形狀及緊靠前座椅背, 經此之後, 騰出來的多餘空間便為後艙額外地增多了 92 公升的裝載空間. 此外, 後座亦可前後移動 170 mm, 而三方乘客均有其頭枕及三點式安全帶.

以越野車來說, CR-V 的 walk-through 設計仍屬非常罕見, 為求加強此設計的實用性, 設計師現已把地台上的緊急手煞制改放在中控台上, 使之成為一個獨特和滿有新意的設計. 另從中央控台左方凸出來的自動波棍亦非常趣怪, 然使用上來之時卻很方便就手. 音響則嫌放得過為高了些少, 並不在手程之內, CD 機是可直插的六碟式, 與組合都比前升級了不少.

我很喜歡樣子醒目的儀錶組合, 對愛車一族來說, 儀錶設計是比內廂較為重要的一部分. 但 CR-V 也不是樣樣皆精的, 其錶板多處的用料和前乘客對前的置物格便是此車設計較差的一環.

引擎無疑是全車最大轉變和予人最大驚喜所在, 原以為 CR-V 會使用 Acura RSX 的兩公升 i-VTEC 動力單位, 但原來只有日本和歐洲方面才是, 北美版則採用了一台容積較大的 2.4 公升四汽缸. 為應付大容積所帶來的諧震, 引擎便設有平衡軸, 而 i-VTEC 亦當然是新引擎的必備科技. i-VTEC 便是 VTEC 加了 VTC 連續可變活瓣正時系統, VTC 是可根據引擎負荷, 凸輪軸角度及油門開啟角度來以無段方式調節進氣凸輪正時, 與 VTEC 可說是有相輔相助的功能, 令引擎無論在任何轉數和情況之下都能得到最大的發揮, 更重要的, 是可同時減低燃油消耗和廢氣排放.

於 6000 轉時, 引擎的最大馬力輸出為 160 匹, 於 3600 轉時, 最大扭力為 162 磅呎, 記憶所及, 這反比馬力為高的數據應是本田引擎前所未見的, 足證 i-VTEC 對扭力提升方面是有一定的作用. 動力很明顯地已比前全不相同, 起步和再度加速的表現尤為突出, 現今, 在高速公路上抓頭已不再像以前般要預早籌謀的了, 新引擎雖仍未至於令 CR-V 健步如飛, 但也已不負大眾所望.

若配上完全改良的手排波箱的話, 全新 CR-V 亦好可能會比其它 V6 對手有更為爽快的加速表現, 波箱的五個齒比都加有兩個或三個的同步齒合器, 令操作比前暢順了不少. 自動波箱為全新設計, 使用更多電子操控, 務求有更佳的運轉暢順度和燃油消耗, 但可惜仍未應用本田的加減手控模式.

全新引擎亦顯著地比前寧靜了, 雖則舊引擎的聲噪亦絕非那些煩擾之類. 行駛感覺方面, 發覺車身亦已比前紮實了很多, 單那關門聲便已新舊分明, 廠方對新車的安全指數亦信心爆棚, 揚言 CR-V 定會贏盡美國 NCAP 和 SINCAP 五星滿分, 並誓要與寶馬 X5 齊齊分享最安全越野車 ( 撞擊方面 ) 的美譽.

循跡穩定性無疑已比前提高了不少, 但靈活性方面則以舊款較佳, 或許, 這是由於轉向經已比前收緊, 並帶有很強的回中力, 其實, 整個轉向系統經已是全新設計. 懸掛方面則沒有新意, 基本上與 Civic 格局相同, 但自前懸從雙願骨改為支柱設計後, 懸掛行程則似乎比前有所短了, 換言之, 對越野性能會有一定的影響, 然對大部份 CR-V 擁躉來說, 這亦不足為掛, 因向來都明知 CR-V 在越野方面是極之不濟的.

廠方亦沒有乘此次大改而為 CR-V 另物色一副較佳的越野組合, 四驅系統依然是舊有的 Real Time 4WD, 透過兩組液壓泵和後差速器來把動力傳至後輪, 但系統也是要等前輪遇跌時才會開始操作的, 去應付顯滑或冰雪路面還游刃有餘, 但用在苛刻的越野場合上, 系統便會難以應付的了, 當然, 省油和襟用也是其值得考慮的一面.

以前的 CR-V 是不折不扣的都市派越野車, 現今的也是, 只不過是比前更為房車化了吧. 價錢方面, 最基本的 LE 型號在加拿大的售價是二萬七千加元左右, 而配齊皮椅和天窗的頂級型號 EX Leather 則要三萬二千二, 售價雖已比前調高了不少, 但單在引擎和安全指數上的升級也已令人食指大動.

                                            © Sammy Chan & Edwin Lau
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